Four cylinder locomotive



July 25, 1939. J; c.-MAR|s 2,167,216

' FOUR CYLINDER LOCOMOTIVE File d March 27, 1937 4 Sheets-Sheet 1INVENTOR \JAMEs G/"lmas an L ATTORNEY July 25, 1939. J. c. MARIS FOURCYLINDER LOCOMOTIVE Filed March 27; 1957 4 Sheets-Sheet 2 INVENTORUHMES, C. Mmals July 25, 1939. J c, MARIE; 2,167,216

' FOUR CYLINDER LOCOMOTIVE Filed March 27, 1957 4 Sheets- Sheet 3 rINVENTOR LJHMES C. Mama Jub 25, 1939.

J. c. MARIS FOUR CYLINDER LOCOMOTIVE Filed March 27, 1937 v 4Sheets-Sheet 4 INVENTOR dnMEs C. Mnals B ATTORNE Patented July 25, 1939UNITED STATES PATENT OFFICE Application March 27,

Claims.

This invention relates generally to a driving spring system for fourcylinder locomotives, especially of the single rigid frame type,employing forward and rear sets of cylinders and drivers.

.5 In four cylinder locomotives of the above type as heretoforeproposed, the forward and rear sets of drivers have been maintainedentirely independently of each other in their spring suspension systemswith consequent possibility of unequal stress and strain distribution inthe single frame. Inasmuch as the whole frame is necessarily subjectedto power impulses at its forward and intermediate points, it isdesirable to minimize the possibility of any supplementary adverseconditions.

It is an object of my invention to provide an improved driving springsystem that is comparatively inexpensive in construction, operation andmaintenance and is relatively simple and compact as well as beingeffective in bringing the forward and rear sets of drivers of a fourcylinder type of locomotive into such cooperation that will insure amore uniform load distribution within the single frame while at the sametime 225 maintaining maximum flexibility of the multiple sets ofdrivers, all notwithstanding the interposition of the rear cylinderstructure between the forward and rear sets of drivers.

Another object is to provide improved means 530 for supporting thedriving springs whereby a relatively large diameter boiler may beemployed without having the spring arrangement interfere therewith. Itis well known that certain prior driving spring arrangements, when usedon locomotives having large diameter boilers, result in breaking theboiler lagging and in some instances of unduly wearing or contacting theboiler shell. Another object is to permit certain of the foregoingdesirable results to be accomplished most effectively by the provisionof improved means for supporting the usual loop spring hangers on thespring clips at each end of the main driving springs, and it is a stillfurther object to permit maximum lateral swinging of the hangers withrespect to the springs without imposing undue stress at the point ofconnection at the bottom of the hanger, this being especially desirablewhere it is attempted to obtain maximum flexibility in a four cylinderlocomotive of the single'frame type, although it will of course beunderstood that various features disclosed herein may be utilized inconnection with other types of locomotives. This particular subjectmatter constitutes the disclosure of a co-pending divisionalapplication.

1937, Serial No. 133,407 (01. 10582) Other objects and advantages willbe more apparent to those skilled in the art from the followingdescription of the accompanying drawings in which:

Fig. 1 is a side elevation of the forward portion of a four cylinderlocomotive of the single frame type;

Fig. 1a is a side elevation of the rear portion of the locomotive andconstitutes a continuation of Fig. 1;

Fig. 2 is a transverse section taken on the line 22 of'Fig. 1;

Fig. 3 is a horizontal section taken on theline 33 of Fig. 2;

Fig. 4 is a transverse section taken on the line 4-4 of Fig. 1;

Fig. 5 is a transverse section taken on the line 55 of Fig. 1 throughone of the main driving springs and its spring saddle;

Fig. 6 is a transverse section taken on the line 6-6 of Fig. 1;

Fig. '7 is a vertical longitudinal section taken on the line l--'! ofFig. 6 showing my improved spring hanger arrangement;

Fig. 8 is an enlarged fragmentary view of, the upper end of the springhanger showing its supporting attachment tothe outer end of the maindriving spring.

In the particular embodiment of the invention, such as is disclosedherein merely for the purpose of illustrating one specific form amongpossible others that the invention might take in practice, I have shownin Figs. 1 and 1a a locomotive of the general type described in the Mo-Carroll Patent 1,622,917 in which a single, preferably integrally cast,frame I has forward and rear sets of cylinders 2 and 3 for drivingrespectively forward and rear sets of drivers 4 and 5 through usualpiston rods 6 and l and usual connecting and driving rods not shown. Aboiler -8 is suitably supported upon usual cylinder saddles of theforward end rear cylinder structures while leading and trailing trucks 9and H! are also preferably employed to insure proper support of theframe and boiler. Each of the driving boxes ll, l2, I3 and I4, suitablyguided in pedestals I5, is provided with identical spring saddles [6comprising upward extensions of the driving'boxes. Each of the drivingsprings l1, l8, l9 and 20 is identically supported upon the hangers I6,and hence the description of one such support will suffice for all. Asseen in the transverse section of Fig. 5, the spring I! has a springband 21 provided with laterally projecting trunnions 22 and 23 supportedin a suitable arcuate seat 2 3, Fig. 1. The inner trunnion 22 isprovided with a lip 25 so that the inner saddle element 23 suitablyreinforced at 2'! resists either inward or outer lateral forces. As aresult of this improved trunnion type spring band, it is seen that thedriving spring I1 is adapted to be appreciably lower than would be thecase if the lower portion of the spring band was seated directly on topof the usual spring saddle.

The forward end of spring i! has a spring hanger 28a, Figs. 6 and 8,provided at its closed end with a recess 28 for receiving a cylindricalprojection 29 of a hardened semi-spherical wearing member 33. Thismember is supported on a suitable spring clip 3| having a seat 32 oflarger radius than the semi-spherical surface of member 3%. A portion 33depends into aligned openings formed in the outer ends of the springleaves. The lower end of the spring hanger 28a. is connected by a radialsteel roller or thimble 3d journalled upon a cross-connecting pin 35. Aspring support 33 rests upon the roller 34 while a spring 3? isinterposed between support 36 and an under portion of the frame I.

Spring hangers 38 and 39 are constructed similar to hangers 28a but anequalizing beam 40 pivoted as at ll to frame I, is supported on theradial rollers corresponding to 34. The spring hangers :12, one on eachside of the frame I as shown in Fig. 2, are cross-connected bytransverse equalizing beams 43 pivotally connected at each of their ends34 to suitable lugs 45 which are supported upon pins connecting thelower ends of the hangers. Pins 46 and lugs 45 correspond generally tothe radial roller 34 and pin 35 of the other links.

The driving springs I9 and 29 for the rear set of drivers together withtheir spring hangers and intermediate equalizing beam are identical tothe corresponding elements of the forward drivers and hence furtherdetailed description need not be given except to point out that therearmost hanger 48 is suitably connected to a usual spring equalizingsystem of the trailer truck it! through suitable equalizing beams 49 andlinks 53. However, the front spring hanger 5| together withcross-connecting equalizing beams are identical in every respect withhangers 2 and beams 43 including the connections therewith.

Notwithstanding that the rear cylinder structure 3 is interposed betweenthese two spring systems, yet I propose bringing the same intocooperative relation by utilizing the rear cylinder structure broadly asa means of pivotally sup-- porting a pair of equalizing beams 52 whichare pivotally supported at 53 to lugs 54 depending from the intermediateportion 55 of the rear cylinder structure as shown in Fig. 4. The endsof these equalizing beams are each seated in eyes 56, Fig. 2, ofvertical links 5! which in turn are pivotally supported at 58 to thecross beams 43. As a result of this arrangement, it is seen that thedriving spring rigging for the forward and rear sets of drivers insurescomplete cooperation between the two systems with minimum possibility ofundesirable forces or conditions arising within the single integral mainframe 5 with its cylinder structures 2 and 3 connected thereto atlongitudinally spaced points thereof It is also seen that my improvedconstruction permits maximum lateral flexibility consistent with maximumstability and ruggedness. The spring hangers with their removablehardened ball members 30 and the radial sleeves 34 insure the utmost inflexibility without undue wear of the parts, while my improved trunniontype spring bands 2! in association with the upwardly extending saddlesl6 insures that the main driving springs will be at a minimum height soas to permit use of a large diameter boiler but without in any wayrestricting the flexibility of the spring rigging systems or thecooperative action between the same through the instrumentality of theequalizing beams '32 supported beneath the rear cylinder structure 3.

It will of course be understood that various changes in details ofconstruction and arrangement of parts may be made by those skilled inthe art without departing from the spirit of the invention .as set forthin the appended claims.

I claim:

1. In combination, a locomotive having a single rigid frame with forwardand rear cylinder structures and sets of drivers driven respectivelyfrom said cylinder structures, driving spring systems, one of which islocated between said forward and rear cylinder structures and the otherof which is located rearwardly of said rear cylinder structure, andequalizing means connecting said spring systems.

2. In combination, a locomotive having .a single rigid frame withforward and rear cylinder structures and sets of drivers drivenrespectively from said cylinder structures, driving spring systems oneof which is located between said forward and rear cylinder structuresand the other of which is located rearwardly of said rear cylinderstructure, and equalizing means pivotally supported by and beneath saidrear cylinder structure for interconnecting said respective springsystems.

3. In combination, a locomotive having a single rigid frame with forward.and rear cylinder structures and sets of drivers, main driving springsystems having springs on each side of the frame, said spring systemsbeing respectively for the forward and rear sets of drivers, therearmost springs on opposite sides of the forward system being connectedby a cross-member and the forward springs of the rear system also beingconnected by a cross-member, and longitudinal equalizing means pivotallyconnected to said frame and to said cross-members.

4. In combination, a locomotive having .a single rigid frame withforward and rear cylinder structures and sets of drivers, main drivingspring systems having spring riggings extending along each side of theframe, said spring systems being respectively for the forward and rearsets of drivers, the rearmost springs on opposite sides of the forwardsystem being connected by a cross-member and the forward springs of therear system also being connected by a crossmember, and a plurality oflongitudinal equalizing beams pivotally supported by said frame andextending forwardly of said rear cylinder structurefor connection to thecross-member of the forward spring system and extending rearwardly ofthe rear cylinder structure for connection to the cross-member of therear spring system.

.5. The combination set forth in claim 4 further characterized by theprovision of means for supporting said pair of longitudinal equalizingbeams by said rear cylinder structure beneath the same.

JAMES C. MARIS.

